Rotor brake suspension



Feb. 5, 1957 F. E. 'BACHMAN ETAL ROTOR BRAKE SUSPENSION" 3 Sheets-Sheet 1 Filed Feb. 28, 1952 INVENITORS.

Feb. 5, 1957 E. BACHMAN ETAL 2,780,317

ROTOR BRAKE SUSPENSIN Filed Feb. 28, 195,2

INVEN 3 3% moi . l I". .1 N .11

Feb. 5, 1957 F. E. BACHMAN ETAL 2,780,317

ROTOR BRAKE SUSPENSION Filed Feb. 28, 1952 3 Sheets-Shggt ie-i I INVENTORS. Fred E. 1111mm Jofiepfz. E, 51121 United States Patent ner, Overland, Mo., assignors to American Steel Foundries, Chicago, 11]., a corporation of New Jersey Application February 28, 1952, Serial No. 273,972

12 Claims. (Cl. 188-59) Our invention relates to a brake arrangement for a railway car truck.

In the art as practiced today, suspension means for railway car truck equipment is divided broadly into three classes, thatis'inounting from the rigid or unsprung frame exclusively,supported from the sprung frame exclusively, or a combination support utilizing both the sprung and unsprung members. In the two last men tioned classes, a standard suspension hanger frequently is employed having pivotal support at the upper end from the-sprung frame member and pivotally supporting at its lower end a brake beam or a rotor mechanism by trunnion connection. The center distance between the mentioned pivotal points is fixed with the result that the relative position of the frictionally engaging members is dependent upon the variable position of the sprung frame member relative to the unsprung member. Inasmuch as the sprung frame member olfers supporting means for the car-body, the variable relative position between the frame members will in turn depend upon the given load carried by the railway car. Thus the position of the friction mechanism and the cooperating friction surface will ,vary as the load of the car varies. This feature has been a source of difiiculty inasmuch as braking efliciency is materially affected thereby." In the case of rotor brakes, the tendency is-to wash the friction shoes off the rotor;

it jis'aprimary objectof the invention to afford a structure for, vertically aligning the brake means on a railway car truck to substantially correctfo'r the variable positionsbetween the sprung andku'nsprung frame members ofthetruck, i .1 Another object ofthe invention is to provide adequate lateral flexibilityo-f the brake means.

A furtherobjectof the invention is to. provide a more compact suspension installation than that presently in user A specific objeetof the invention is to provide an adjustable cam arrangement to permit variations in the verticalposition ofthebrake means.

7 Also an object-of the invention is a relatively simple means; of assembly and disassembly facilitating replacement of worn parts.

Other objects of the invention will become apparent in thecourse of thefollowing description. 7

lnthe-drawings: 1 j a Figure, "1 i a plan viewi of myjnvention onlyonequarter onths-truck:isfshown, inasmuch as his duplicatedin theojther quadrants of the railway car truck, Figure 2 is asfragrnentary side elevational view of'the invention, as shown in Figure l,

1 Figure 3 is a fragmentary sectional view takenaloug lines-fioflFigu're 2, V i i Figure .4is a sectional view taken at 4-4 of Figure 3, Figure 5 isfa sectionalview taken at 55 in Figure 3.

"achieve' clarity, of the structure have been "omitted from various viewswhere it is'believedsaidstructure is adequately shown in other viewsi structure affording 2,780,317 Patented Feb. 5, 1957 ice Describing the illustrated preferred form of the invention in detail, a wheel and axle assembly generally designated 10, is mounted in conventional journal boxes (not shown) outboard of the wheels. Each journal box affords a supporting surface for a lower frame. member or equalizer 12 in a manner familiar to those skilled in the art. The equalizer 12 has rigidly attached spring seats as at 3.4 in Figure 3. Helical springs 16 are positioned in the equalizer spring seats and afford resilient support for an upper frame member generally designated 18 by complementary engagement with associated spring seats 2% integrally formed with the upper frame member. The frame member 18 consists of spaced parallel side rails 22 interconnected at opposite ends thereof by transverse end rails 24. The intermediate portions of the side rails 22 are rigidly interconnected by spaced transoms as at 26. The end rails are also formed and arranged topresent at each end thereof depending pedestal jaws 28 defining journal openings 30, said openings embracing in the conventional manner the journal boxes (not shown). On each wheel and axle assembly may be mounted a' brake rotor member or friction surface 31 spaced inboardly of the wheel and rotatable with' the axle for engaging complementary brake shoes in a manner hereinafter more fully described.

Bracket supports 32 are formed integral with the frame 18 inboard of the side'rails 22 and adjacent the transoms 26. Depending from each of said bracket supports are the depending lugs 34 and as (Figure 3) defining openings 44 and containing apertures or pin holes 38 and it). Bushing 46 having concentric outside and inside diameters is positioned in hole 4%. Hole 38 and the inside bushing diameter 48 present aligned circumferentially parallel pin holes receiving the pivotal pin 50. A hanger member 42 i provided at its upper end with a hole 52 (Figure 4) which receives therein the eccentric cam member 54 having nonconcentric outside and inside diameters. The hanger cam assembly is positioned between' the depending lugs 34 and 36 and pivotal support is oifered said assembly by pivotal pin 50. Pivotal pin 50 is, rigidly secured to cam member 54 by key and slot arrangement as at 56.

Position locking plate .58 of half circular form and having arcuate cut out 62 for, clearance purposes is positionedfengaging the outboard side of depending lug 36 and is secured thereto by welding or the like as at 64. Said locking plate contains a plurality of apertures or stop holes 66 radially spaced about the axis of the pivotal pin 50 and adjacent the outboard arc of the locking plate.

Figure 5 illustrates the method of obtaining rigid mechanical-connection between pivotal pin Stland adjusting arm 68. It is to be noted that a portion of the pivotal diameter of said pin is truncated as at 70, 70 on each side of the longitudinal axis of said pin and has complementary engagement with a hole 71 of like periphery at the upper end of adjusting arm 68. The adjusting arm 68 is welded as at 72 to the adjacent face of circular spacer 74, said spacer embracingon the inside diameter the untruncated pivotaldiameter of pin 5t! and said spacer engaging the outboard side of the depending lug 36 on the face opposite the mentioned face. 'lfhe pivotal assembly is'completed by washer '76, lock washer '78 and slotted nut in conventional engagement with the pivotal pin 50.

The lower end of adjusting arm 68 has formed therein a pin hole or aperture 69 (Figure 3) spaced from the axis of the pivotal pin 50 to be radially aligned with the apertures 60 presented by locking plates 58. It is to be noted that the spacer 74 is of such thickness as to slightly space adjusting arm 68 from the adjacent'lock- A brake housing bracket, generally designated 82, is

2.) rigidly secured to transom 26 as by welding 84 and is aligned transversely of the truck substantially in the vertical longitudinal plane of the brake member 31. Said bracket 82 comprises spaced inturned plates 86, 86 containing aligned pin holes 88, 88 for complementary reception of the brake pivotal pin 90, as seen in Figure l.

The brake housing or brake frame member generally designated 92 is formed and arranged to be partially embraced by the inturned plates 86, 86 and to have pivotal connection thereto'by means of the reception of the brake pivotal pin in aligned apertures 94, 94 (Figure 3).

The brake pivotal pin 90 is conventionally secured by a washer, slotted nut and cotter pin arrangement as at 96 in Figure 3.

The brake housing generally designated 92 comprises a box-like pocket defined by bottom wall 100, side walls 102, 102, front and rear walls 104 and 106, respectively, and top wall 108. Top wall 108 is formed and arranged to present upstanding portions 110 which define rectang'ular opening 112. Said portions 110 also have a plurality of integrally formed bosses 114 arranged along the periphery and adjacent the top edge. Cover plate 116 contains a plurality of holes aligned with complementary holes in bosses 114 and operative to secure said cover plate by removable cap screws as at 118, to the top wall 108. Centrally on the cover plate 116 is the rectangular opening 120 which receives the pocket defining section 122 of cylinder support plate 124. Fixedly secured to the top of the cover plate 116 is the rectangular mounting pad 126 of substantially square cross section and formed of rubber or other flexible material. Mounting pad 126 is secured to abutting surface 128 of the cylinder support plate 124 affording resilient support for said support plate.

The double acting power cylinder generally designated 130 is suspended from and demountably connected to cylinder support plate 124 as by cap screws shown at 132 in Figure 3. The cylinder 130 contains passage 134 which is aligned with hole 137 in the support plate 124. Said passage serves as a means of ingress and egress of an actuating fluid such as air during the respective application and release of the brakes.

Each side wall 102 of brake housing 92 has a circular boss 136 defining circular aperture 138 which receives the complementary outside diameter of the companion trunnion generally designated 140. The trunnions 1 49 each presents a radially extended ledge 142 which abuts the inside surface of the respective complementary wall 102 as at 144 in Figure 3. to its companion boss 136 as by welding 146 or other rigid means.

The trunnions also contain the circular recess 148 and the integrally formed end wall 150. 'Said end walls and recesses afford means for the seating and complementary reception, respectively, of one end of a companion, compressed, release spring 152. At the other end, each release spring operatively abuts the adjacent brake lever 154. The double acting power cylinder 130 contains at each axial end thereof a piston 156 movably engaging the companion brake lever 154 as at 158. Note should be taken that'the axis of the trunnions is in line with the axis of the power cylinder.

The internal design of the double acting cylinder 130 is not per se part of the disclosed invention, hence that structure has not been shown in detail.

Each trunnion 140 is formed to present the pivotal diameters 160 which may be received by the complementary hole 162 at the lower end of hanger 42 for pivotal connection thereto. The pivotal diameter 160 also contains annular slot 164 adjacent the outboard 7 end of said trunnion, the slot being formed and'arranged to receive a conventional split retaining ring 166 which is operative to secure the hanger 42 to the trunnion 140.

Each trunnion 140 is secured i Each brake lever 154 is fulcrumed intermediate the ends thereof within housing 92 by means of a companion pivot pin 170 extending through each lever and through parallel offset portions 172 and 174 of the adjacent side wall. Each lever 154 extends outwardly of the housing and between spaced lugs 176 on the associated brake head 178 for a pivotal connection thereto by means of the pin 180 extending through aligned holes in the lugs 176 and adjacent the end of the lever. Each brake head 178 has conventionally connected thereto a friction shoe 182 for engagement with adjacent brake disk 31.

It will be noted that preferably only one trunnion support 140 is utilized in the design as illustrated, even though the brake housing 92 is equipped with a trunnion on opposite side walls. This construction enables assembly of the unit to either side of the truck and avoids the necessity of right and left hand designs.

To operate the adjustment mechanism the locking bolt 73 is removed from the adjusting arm 68 and locking plate 58 leaving the adjusting arm, pivotal pin 50, and the cam 54 free to be rotated about the longitudinal axis of the pivotal pin 50. As the arm 68 is rotated clockwise from the vertical or neutral position, as illustrated in Figure 2, the lobe 57 of cam 54 moves angularly downward rotating therewith the central axis of the hole 52 in hanger 54 and thereby lowering the vertical position of the connected braking housing 92. The movement of the brake housing 92 is radial about the pin 90. A minimum point is reached when the central axis of the hole 52 is below and vertically in line with the central axis of pivotal pin 50. At this point the adjusting arm 68 has been rotated 90 in the clockwise direction.

As the adjusting arm 68 is rotated counterclockwise from the neutral position, the above described action is reversed and the brake housing is raised until like maximum point has been reached wherein the adjusting arm 68 is again 90 from the neutral position.

Thus it will be understood that the braking means can be raised or lowered until the friction shoes and brake disk are in substantial optimum relation at which point the hole 69 in the adjusting arm 68 is aligned with the nearest adjacent hole in the locking plate 58 and that determined position is maintained by securing in said holes the locking bolt 73.

In operation of the braking mechanism the actuating fluid is admitted to the cylinder through passage 134 energizing the cylinder and urging the respective pistons 156 outwardly from the center point of the cylinder. The slidably engaging brake levers 154 are correspondingly rotated about the companion pivotal pins 170 bringing the friction shoes 182 into engagement with friction surface 31. It is to be noted that the outward movementof each piston 156 is resisted by the further compression of the adjacent release spring 152. When the internal energizing pressure in the cylinder 130 is released, the stored. elastic force of the release springs urges the piston brake levers and brake shoes to the disengaged position.

In normal railway operation, certain side thrusts and consequent lateral movement of the wheel and axle assembly relative to the sprung frame member is inherent due to irregularities in the track or unpredictable load shifts. When such lateral movement occurs during braking operation, the fixed rotor is operative to transmit said forces through the brake levers 154 to the cylinder assembly 130. At this point, the lateral movement is accommodated by the flexible suspension of cylinder 130 on the resilient pad 128, thus preventing further distribution of the lateral thrusts to the sprung frame member.

It is to be understood that I do not wish to be limited by the exact embodiments of the device as shown which are merely by way of illustration and not limitation as various and other forms of the device will, of course, be

rotor, actuating means disposed within the housing slidably engaging said brake levers and operative to move said brake levers, and a flexible suspension supporting said actuating means from said housing.

2. Inabrake arrangement for a railway car truck comprising a wheel and axle assembly, a frame member supported thereon, a brake disk movable with said assembly, ahousing pivotally connected to said frame member, brake levers pivotally supported by the housing and having friction means engageable with the brake disk, actuating means embraced by and slidably engaging said brake levers, a separate release spring compressibly abutting at one end thereof each of said brake levers and having seatabl'e reception at the other end thereof within a complementary recess in said housing, a support plate fixedly connected to said actuating means, a resilient pad supported by said housing and engaging .said support plate operative to afford elastic mounting for said actuating means.

3. In a brake arrangement for a railway car truck, a wheel and axle assembly, an equalizer supported thereon, a frame member resiliently supported on the equalizer, a

friction surface movable with said assembly, a brake housing defined by adjacently perpendicular and remotely parallel walls, a pivotal connection for said housing to the frame member, trunnions rigidlyconnected to certain of the parallel walls of said housing, said trun- :niDns each defining therein a cylindrical pocket concentric about a common axis, a power cylinder elastically suspended within the walls of said housing and having an axis thereof aligned with the mentioned axis, spaced brake levers pivotally connected to said housing and arranged to slidably contact the power cylinder on opposite sides thereof, a compressed release spring associated with each of said brake levers and being seated at opposite ends thereof on the brake lever and adjacent trunnion respectively, and friction means connected to said brake levers being operative to engage said friction surface in response to actuation of said power cylinder.

4. In a brake arrangement for a railway car truck, a wheel and axle assembly, an equalizer supported thereon, a frame member resiliently supported on the equalizer, a friction surface movable with said assembly, a brake housing defined by adjacently perpendicular and remotely parallel walls, said housing having pivotal connection to said frame member, cylindrical actuating means movably suspended within the walls of said housing, a pair of spaced trunnions each being rigidly connected to one of said walls and each defining therein a cylindrical pocket the axis of which is aligned with the axis of said actuating means, brake means comprising a pair of brake levers embracing and connected to said actuating means and operative to engage said friction surface in response to the urging of said actuating means, and a spring disposed in each pocket and compressively abutting the adjacent brake lever. t

5. In a brake arrangement for a railway car truck comprising a wheel and axle assembly, a lower frame member supported thereon, an upper frame member elastically supported by the lower frame member, a frictional element on said assembly, a brake housing pivotally connected to said upper frame member, trunnion supports on opposite sides of said housing, a double acting power cylinder resiliently suspended in said housing, a

plurality of spring loaded brake levers pivoted on the brake housing and carrying brake shoes operative to en gage the frictional element in response to the urging of the power cylinder, and a brake hanger pivotally connected at one end to one of said trunnions and adjustably connected at the other end to the upper frame member.

6. In a brake arrangement for a railway car truck consisting of a wheel and axle assembly, a lower frame rigidly supported on said assembly, an upper frame having a spring support afforded by the lower frame; the combination of a rotatable element attached to the wheel and axle assembly, a support having spaced substantially parallel walls, a pivotal connection between the upper frame and the support, saidwalls embracing a cylindrical power unit and affording movable suspension .therefor, trunnion means connected to said support on opposite sides thereof, brake levers cooperatively associated with the power unit andhaving pivotal' connection to said support, release springs engaging adjacent trunnions and operatively connected to the brake levers, friction means pivotally associated with the brake levers and engageable with said element, a vertical arm connected to one of said trunnion means at one end and having a cam and pivot connection to the upper frame at the otherend.

7. In a brake arrangement for a railway car truck comprising a wheel and axle assembly, a sprung frame member, a rotor secured to said assembly, friction means embracing said rotor, a brake housing having pivotal connection to said friction means and being pivotally supported by said frame, a power cylinder flexibly supported by said housing and operative to engage said friction means and rotor, spring means operative to disengage said friction means and rotor, a support pivotally connected to the housing on an axis concentric with the axis of the power cylinder, a cam slidably engaging the support, and a rotatable pivotal pin connected to said cam.

8. In a brake arrangement for a railway car truck comprising a wheel and axle assembly, a lower frame supported thereon, a sprung frame supported by the lower frame, and brake means connected to one of said frames and operative to engage said assembly; the combination of a supporting arm distinct from the aforementioned connection between the brake means and the frame pivotally engaging 'said brake means at one end thereof, and an eccentric element carried by one of said frames defined by nonconcentric inside and outside diameters rotatably engaging said supporting arm at the opposite end thereof, an adjusting member rigidly secured to the eccentric element and pivotally secured to the sprung frame whereby, upon movement of said arm the vertical position of said brake means is changed and locking means to secure said arm in a determined position.

9. A brake arrangement, according to claim 8, wherein the locking means comprises an arcuately formed plate rigidly secured to the sprung frame and having disposed therein adjacent the outer periphery a plurality of holes and means to attach one of said holes to the adjusting arm.

10. In a brake arrangement for a railway car truck comprising a wheel and axle assembly, a sprung frame supported thereon, brake means connected to the frame and engageable with said assembly, a hanger connected to the brake means independent of the first mentioned connection, a cam connection for said hanger to said frame spaced from the mentioned connection between the hangar and the brake means, a locking plate containing a plurality of radially displaced pin holes, and an adjusting arm connected to said cam connection and containing a pin hole spaced from said cam and alignable with any one of the first mentioned pin holes.

11. In a rotor brake for a railway car truck having a truck frame member supported by a wheel andax'le assembly ;thecombination of a brake frame member movably supported by the truck frame member for adjustment upwardly and downwardly relative thereto, a hanger member'havingconnections to said frame members, one of said connections comprising a pin rotatably journalled in one of said hanger members and a related frame member, acam rotatably journalled in the other of said hanger member and related frame member, said cam being keyed to the pin for rotation therewith, means for locking the pin at one of a plurality of rotativc positions thereof, a brake disc rotatable with said assembly, and brake means carried by the brake frame member for braking said disc.

12. Inia brake arrangement for a railway car truck comprising a wheel and axle assembly and a frame membersupported by said assembly, friction surfaces rotatable with said assembly, a housing connected to the frame member, friction means eng'ageable with said surfaces,

ReferencesCited in the file of this patent UNITED STATES PATENTS 773,190 Brown Oct. 25, 1904 1,563,758 Lindberg Dec. 1, 1925 1,940,845 Conner et al. Dec. 26, 1933 2,335,123 Tack et a l. Aug. 8, 1944 2,377,190 Tack May 29, 1945 2,416,820 Coombes- Mar. 4, 1947 2,436,136 Baselt Feb. 17, 1948 2,655,226 Tack et al. Oct. 13, 1953 2,680,971 Kreiner June 15, 1954 2,702,097 Tack et al. Feb. 15, 1955 

